Automatic gate.



W. H. JAY.

AUTOMATIC GATE.

1,165,180 I APPLICATION FILED JUNEH, I915- Patented Dec 21,

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W. H. JAY.

AUTOMATIC GATE.

APPLICATION FILED IUNE H, I915.

\mi N: 3 K 1? QQ 0 N,% W Mar @3 MN N 1 1 Patented Dec. 21, 1915.

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INVENTOI? WlLLiAM H. dHY,

A TTORNEYS W. H. JAY.

AUTOMATIC GATE.

APPLICATION FILED JUNE 11. 1915.

1,165,18Q. Patented Dec. 21, 1915.

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A TTORIVEYS W. H. JAY. 1

AUTOMATIC GATE.

APPLICATION FILED JUNE m 1915.

Patented D60. 21, 1915.

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WITNESSES:

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A TTORIVEYS WILLIAM HENRY JAY, 0F LAPLANT, SOUTH DAKOTA.

AUTOMATIC GATE.

To all whom it may concern:

Be it known that I, WILLIAM H. JAY, a

citizen of the United States, and a resident of Laplant, in the county of Dewey and State of South Dakota, have invented a new and useful Improvement in Automatic Gates, of which the following is a specification.

My invention is an improvement in automatic gates, and the invention has for its object to provide gates especially adapted for use at railroad crossings, wherein a plurality of similar gates is provided adapted to be arranged on opposite sides of the crossing and each comprising a frame having a passage adapted to register with each other and with the crossing to permit the passage of vehicles and the like, the gates being mounted to roll into and out of the passage, and wherein operating mechanism is provided for permitting the gates to be simultaneously closed and opened by a moving train coming from either direction toward the gate, the said mechanisms being arranged in pairs, and the members of the pairs being on opposite sides of the gates and arranged to permit a moving train to first close the gates before the train reaches the gates and to open the gates after it has passed'the gates.

In the drawings: Figure 1 is a top plan view of the improved gate in place at the railroad crossing, Fig. 2 is an enlarged detail view of a portion of Fig. 1, Fig. 3 is a side view showing the parts in'one position,

Fig. 4 is a similar view showing the parts in another position, Fig. 5 is an enlarged detail sectional view of the counterweight mechanism, Fig. 6 is. a section on the line 6-6 of Fig. 5, looking in the direction of the arrows adjacent to the line, Fig. 7 is a top plan view of the operating mechanism, Fig. 8 is a side View of Fig. 7, Fig. 9 is a section on the line 9 9 of Fig. 7, looking in v the direction of the arrows adjacent to the line,Fig.'1O is a perspective viewof one of the operating shafts, Fig. 11 1s a diagrammatic view showing the gates and their controlling mechanism, and 12 is'an enlarged detail plan vlew showing the mechanism operated by the moving train for controlling the gates.

The present embodiment of the invention is shown in connection with a section of railroad track, the mechanism being arranged at a crossing, and two gates are pro- Specifieation of Letters Patent.

Fatented Dec. 21, 1915.

Application filed June 11, 1915. Serial No. 33,573.

vided, one being arranged at each side of the track. Each of the gates is arranged within a framework, composed of a top plate 1, two pairs of end uprights or standards 2, and a pair of intermediate uprights 3. The tops of the uprights 2 and 3 are connected by the top plate 1, and a bottom plate 4 is provided at the bottoms of the uprights.

Each pair of uprights are spaced apart laterally as shown in Fig. 6, and a track supporting beam 5 is arranged between the pairs of uprights and is pivoted to the central pair by means of a bolt 6. A track rail or rod 7 is supported by the beam, the said rod or rail having at each end an angular threaded portion 8, which is passed upwardly through an opening in the adjacent end of the beam, and each angular portion is engaged by nuts 9 above and below the beam to properly space the rod with re spect to the beam.

The gate 10 is a plate of suitable length and width connected to the trackrail or rod 7. by means of hangers 1111f*, each hanger being connected to the upper edge of the gate and having a pulley 12, running upon the rod. It will be noted from an inspection of Figs. 3, 1 and 5 that the hanger 11 is of greater length than the hanger 11*, so that when the track beam 5 is in the position shown in Fig. 5 with the gate in closed position, the gate will stand with its long axis horizontal.

The arrangement of the frame, that is, the spacing of the uprights 2 and 3 provides for two passages through the frame, one between. each pair of lateral uprights and the central pair. One of these passages is closed by plates 13, which are secured to registering members of the pairs of uprights 2 and 3 at the outer faces of the uprights in any suitable manner, and the other passage is adapted to be closed by the gate when the parts are in the position of Figs. 4: and 5. The plates 13 are thus out of the path of movement of the gate 10, which moves between the members of the pairs of uprights. i

The track beam 5 18 provided at each end with an eye 13, and each eye is engaged by V to close the gate while the other is arranged to open thegate, and the closing mechanism is spaced away from the gate farther'than at the ends of the beam 1. Each of the said elements 1s a pulley journaled in-a suitable supporting bracket, and the flexible members are'connected with the operating mechamsm to be later described. The stopblocks 19 are arranged transversely of. the

.end members of the pairs 2 outside of the frame and 111 position to be engaged by the ends of the gate when it is moved from passage to passage to check the movement of the gate.

Each of the flexible members -16 at one end of the framework 123 which supports the gate is-connected with controlling'or operating mechanism for permitting the gate to be opened or closed by a tram.

approaching from' that direction, while the flexible members 'at the other end" of the gate are connected with similar controlllng erxiperating mechanisms for permitting the gateto-be opened or closed from trains approaching in that direction. The operating mechanisms are however, similar, and but one will be described. One ofthe mechanisms at each end of the gate is arranged the-opening mechanism. Thus a train approachlng from either direction on a single track wlll first close and then open the gate while on a double track, it'will be obvious that the mechanism would be arranged in a1 slightly different manner, the operation however, being preciselythe same. The said mechanism asshown in Figs. 7' to 12 inclusive, comprises an operatinglever 20, which is'pivotednearone end on a: shaft 21, arranged between'the rails 23 ofthe track above the ties 24:, which support the rails, and at a suitable distance from the gate.

The other end of each lever rests upon a crank arm intermediate the ends of' a crankshaft 26 which 1s arranged parallel to the shaft 21, before mentioned.

Iit-willbe-noticed from an inspection of Fig- 7 thatthe lever-20is arranged adjacent t-O OI]G 'OTf. Cl16 rails, and a guard bar 27 is arranged atthe opposite side of the lever fromthe rail. One end of each lever is rounded to a point as shown in Fig. 8, while the other end is arched or curved and arrangedwith the convex surface upwardly;

Each of the-shafts 26 is journaled for rotation in supporting blocks or plates 28, arrangedon opposite sides of the track and at the outer sides of the rail, and one end of each shaft beyond the adjacent guard block is provided. with a crank arm, consistingof portions 29 and 29, offset laterally with respect to each other. The flexible member 16 at the adjacent end of the gate is connected with the arm of the lever 20, \vhichis nearest to the gate, that is, of that lever: whichis des gned to open the gate.

The flexible member is supported by a direction element 30 in the form of a pulley which is mounted-on-a post or standard 31 between the adjacent end of the gate and the crank arm 2929. The member 16 passes from the track beam upwardly over ing mechanism, and the lever 20 of this mechanism is arranged with the convex end toward the gate. A train approaching from either end will first strike; the closing mechanism of the gates, and will afterward strike the opening mechanism for the gates. The lever 20 of the closing mechanism is arranged in such manner that the wheels 33,

one of which is shown, will engage the lever at the rounded end, and will pass'toward the convex end. that the flange of the wheel will engage the same and will run RPOIl the lever and will depress the convex end.

Coil springsiel' and respectively, en-

circle the. shafts 21 and 26, acting normally" to hold the lever the position of Fig; 8,

that is, in a position against the rail; The

levers may however, be forced from the rail a-gainstthe resistance of the springs under conditions to be ,later described. The guards 27 are movable with. the levers. It will be evident that when the lever 20 of the operating mechanism connected with the flexible member 15 is depressed, the track beam 5 will be swung in a direction to move the gate from over the passage-way at the right ofFigs. 3 and 4A. The spring 35 normally holds the lever and the. guard in the position .of Fig; 9, that is, close to the rail. The flexible member 15' passes from the pulley 17 over pulleys 36 and 37, respectively, mounted'onposts38 and 39, to-- a pulley 40, mounted on a block 11 at the outer side ofthe shaft 26 of the lever which closes the gate. The flexible member passes beneath the pulley 40 and returns upon itself to a connection with the crank arm 29 and 29 ofthe adjacent operating mechanism.

'15. counterweight 32 is also connected with this member between the post 38' and the gate frame. I

Sincetwo gate mechanisms are provided, one at ea ch side of the track, it is obvious that there must be some connection between the gates in order thatfav single operating That, operating The lever is so arranged to close.

mechanism open and close both gates simultaneously, and this maybe easily brought about by extending the shaft 26 to the opposite side of the track and providing it with the second crank arm 2929 as shown in Fig. 2. It is only necessary however, to extend that shaft which closes the gates, that is, that shaft connected with the flexible member 16. The flexible member 15 may be extended beneath the track as indicated in dotted lines in Fig. 2 to aconnection with the member 15 at the opposite side. It is obvious that the member 16 could also be connected with the member 16 at the opposite side of the track, and this may be done if conditions are favorable.

The entire mechanism is shown in Fig. 1, wherein the gates are arranged at opposite sides of the track at the crossing. A pair of operating mechanisms is arranged on each side of the gates, and the members of each pair are similarly arranged and spaced apart from each other a suitable distance to permit the train to close the gates far enough in advance of its arrival at the gates to pre vent injury to persons using the crossing. The closing mechanism may be arranged near the gate so that the moving train will open the gate as it moves past the same, or after it has moved past the gates. It will be noticed from an inspection of Figs. 1 and 2, that the posts 31 and 38 for support ing the flexible members 15 and 16 at the operating mechanism nearest the gates are mounted on the ends of an extended tie. The post 39 1s also mounted on an extended tie, and the gates are arranged so that the open passages through the frames will be in alinement at the crossing.

As before stated, the members of each pair of operating mechanisms are similarly arranged, and referring to Fig. 1, it will be seen that one shaft 26 of each pair is extended on both sides of the track, while the other shaft is not extended. A train approaching from the right of Fig. 1 will first strike the operating mechanism which is connected with the flexible member 15 at 7 that end of the gate, and which is connected to the gates in such manner as to swing the track beam in a direction to permit the gates The train will next strike that operating mechanism which is connected with the members 16 at each side of the track at that end, and which are connected to the track beam in such manner as to close the gate, but this mechanism is so arranged that it is not affected by the moving train, the flanges passing between the lever and the rail, and forcing the lever laterally away from the rail, so that the lever is not depressed. The train then passes the gates,

and strikes the opening mechanism for the gates. This opening mechanism is similarly arranged to the closing mechanism at the opposite side of the gates, and the moving train will open the gates. The train then strikes the last operating mechanism in the direction in which it is moving, or the first for a train moving in the opposite direction, but does not affect the said mechanism moving the lever 20 away from the-rail.

It will be noted that each lever 20 has its inner corner beveled at the convex end as indicated at 2O in Figs. 7 and 12. In Fig. 12, it will be seen that the flanges of the wheel will pass between this beveled surface and the rail, and will pass between the lever and the rail, and will force the lever away from the rail, against the resistance of the springs 34 and 35. The wheel will not depress the elevated end of the lever for this reason, and as soon as the wheels have passed the springs will push the lever and the guard 27 back into normal position as shown in Fig. 9. The flexible member 15 at the right of Figs. 1, 2, 3 and 4: is connected to the operating mechanism remote from the gate, while the member 16 is connected with the operating mechanism adjacent to the gate. and 2, the operating mechanism adjacent to the gate is connected with the flexible member 15 while the member 16 is connected with that operating mechanism remote from the gate. A train approaching from the left of Fig. 1 will first strike that operating mechanism which is connected to the flexible member 16 and this flexible member is connected to the adjacent end of the track beam 6 in such manner that when traction is made on the said member it will swing the track beams in a direction to permit the gates to close, that is, the members will lift the adjacent ends of the track beams. The train will next strike that operating mechanism which closes the gates, but the wheels will pass between the lever and the rail and will move the lever laterally without depressing the elevated end thereof, and the train will pass on by the closed gates, until it reaches that mechanism adjacent to the gates at the opposite side of the gates. The flanges will run upon this lever and will depress the elevated end thereof to cause traction on the flexible members 16 at the adjacent end of the gates, and the said members will be moved to lift the adjacent end of the track beam and the gates will roll into open position. The train will next pass that operating mechanism remote from the gates on that side of the gates, but will not operate the same, because of the fact that the beveled end of the lever is at the end adjacent to the train, and the wheels will move between the lever and the rail moving the lever laterally away from the rail. Thus each train from either direction will close the gates before the train At the left of Figs. 1.

end to close the gates, and the operating mechanisms are so connected with these inthe proper direction regardless of the di-' track beams that the beams will be swung rection from which the train is approaching. A stop block 42 is arranged at each crank arm 29 and 29 for engagement by the arm to normally hold the arm in the I position of Fig. 8, that is, the stop blocks are so arranged that the shafts cannot oscillate in a direction to move the crank arms 25 into vertical position. These blocks hold the shafts 26 in such position that the'crank arms 25 incline slightly forward from an upright position. A train coming from the right of Figs. 7 and 8, could not depress.

the convex end of the lever, since the wheels could not engage the said lever. The point of the lever is far to the inner side of the flanges of the wheel, so that the wheels must move'between the lever point and the rails, and the lever will invariably be forced laterally away from the rail. Hence there is no possibility of damageto the parts or of a wrong movement of the gate. The counterweights 32 are intended to balance the parts and normally hold them in the position into which they are moved by the train.

In Fig. 11 the construction is shown diagrammatically. In this arrangement the flexible members 16 at the right are connected with the top of the gate, and the said members pass to the opposite ends of the shaft of the operating mechanism adj acent to the gate. The member 15 at one side of the track or at one gate passes directly to the operating mechanism remote from the gate, and this member is arranged to close the gate. The flexible member 15 from the gateat the opposite side'passes beneath the track over direction'elements 43 and 4%, arranged at opposite sides of the track to a connection with the flexible member 15 at the first-named side. At the oppositeendj of the gate the members 16 pass directly to the operating mechanism, which is remote from the gate, and these members are arranged to close thegate. The members 15 pass downwardly, one of the members passing directly to the operating mechanism adjacent to the gate at that end and the other passing beneath the track over direction elements 45 and 46, at opposite sides of the track to a connection with the first named flexible member at the firstnamed side of the track. The levers 20 will be made from steel or iron, and each will have a groove 47 in its upper face, adjacent to the rail for receiving the flanges of the wheels. The flexible members 15 and 16 will =be-supported by suitable direction elements placed at suitable distances throughout their length. a The gates'will always be I While the mechanism is shown operated mechanically, it is obvious that with the gates any suitable operating mechanism might be provided. The gates are arranged to be opened and closed by the swinging'of. the track bar. It will be understood that in practice the shaft 26 will be made sectional, and the sections will be fastened together in any desired manner after'the, shaft is placed.

I claim -v V l. A device of the character specified, comprising-a pair of oppositely arranged frames, each having one end closed and the other open, a track beam pivoted intermediate its ends in each frame, and supporting a track rail beneath the same, a gate mounted to slide on the rail-from the closed to the open end of the adjacent frame, said frames being arranged with the, open ends in'register, and a plurality of pairs of operating means connected with the track beams for simultaneously swinging the same in oppoand the other aairbein' arran 'ed. to swin the track beams to open the gatespand the members of each pair being arranged on opposite sides of the gates, each of the said operating means comprising a pair of parallel laterally spaced shafts j ournaled transversely ofthe track, one of the said shafts having a crank arm intermediate its ends and adjacent to the rail, a lever pivoted to the other shaft of each pair, and resting near its other end on the crank arm, a guard slidable on the shafts adjacent to the lever and on the opposite side of the lever from the rail, springs on the shafts between the guard and the other rail, and pressing the lever and the guard toward the adjacent rail, the shaft having the crank arm being provided with a radial arm at one end, a stop for engagement by'the arm to hold the crank arm in inclined position, and inclining in the opposite direction from the moving train, a pair of flexible members con- .nected with each end of the track beam, one

comprising a pair of track beams pivoted intermediate their ends and adapted to be arranged on opposite sides of a railroad cross ing', a gate mounted to slide on each track beam, and a plurality of pairs of means adapted to be arranged at a distance from the track beams for engagement by a moving train to operate the said beams, one pair of the said operating means being adapted to swing the track beams to close the gates, and the other pair being adapted to swing the track beams to open the gates, the members of each pair being arranged on opposite sides of the gates to permit a moving train from either direction to first close the gates and to afterward open the gates, each of the said means comprising a pair of parallel shafts arranged transversely of the track between the rails, a lever for each pair of shafts, each lever being pivoted to one shaft and the other shaft having a crank arm adjacent to one rail upon which the other end of the lever rests, means in con nection with the shaft for normally holding the shaft with the crank arm inclined away from the moving train with which it is designed to cooperate, said lever being movable longitudinally of the shafts, springs normally holding the lever to the rail, each lever being beveled at the end adjacent to the crank shaft to permit the flanges of the wheels of the train to move the lever laterally to prevent depression of the end adjacent to the crank shaft, the members of each pair of levers being similarly arranged and oppositely arranged with respect to the members of the other pair, each of the crank shafts having a radial arm at one end, a pair of flexible members connected with each end of each track beam, the members of the pairs extending in opposite directions to move the adjacent ends of the beams in opposite directions, and a connection between the corresponding flexible members of the track beams and the crank arm of an operating means.

3. A device of the character specified, comprising a pair of oppositely arranged track beams pivoted intermediate their ends and adapted to be arranged at opposite sides of a railroad track at a crossing, a gate mounted to slide on each track eam into and out of position to block the crossing, a plurality of pairs of operating means for each end of the track beams, themembers of each pair being adapted to be arranged on ates, and a connection between the other ie nbers of each pair and the ad acent ends 1 of the track eams for moving the said track beams ina direction to open the gates.

42. In a device of the character specified, the combination with the gates and the swinging supports upon which the gates are mounted to roll from end to end of the supports, of operating means for swinging the supports, said means being arranged in pairs, and the pairs being on opposite sides of the gates, and connected to the gates to permit a moving train to first close the gates and to afterward open the gates, each of the said means comprising a crank shaft journaled transversely of the track and having a crank arm intermediate its ends and adjacent to one rail, a lever normally resting on the crank arm at one end, yielding means for holding the lever in position adjacent to the rail, each lever being beveled at the end adjacent to the crank arm for causing the flanges of the wheels of the train to move the lever laterally without affecting the crank shaft.

5. in a device of the character specified, an operating means for gates, comprising a crank shaft adapted to be journaled transversely of the gate, and having a crank arm intermediate its ends and adjacent to one rail, a lever normally resting on the crank arm at one end, yielding means for pressing the lever toward the rail, said lever being beveled at the end'adjacent to the crank arm and adjacent to the rail for permitting the flanges of the wheels of a train to enter between the said end and the rail to move the lever laterally without afiecting the crank arm.

WILLIAM HENRY JAY.

\Vitnesses A. V. Bowman, Onson CLARK.

Copies of this patent may be obtained for five cents each, 10y addressing the Commissioner of Patents,

' Washington, D. G. 

